Hydroplane boat



- cs. GRENIER HYDROPLANE BOAT attmnaq Patented Nov. 11, 1924.

GEORGE GRENIEB, 0F NEVJ'ABK, NEW JERSEY.

HYDROPLANE B 0 AT.

Application filed December 12, 1923. Serial No. 880,143

To aZZ whom it may concern:

Be itknown that I, GEORGE GRENIER, a citizen of the United States, residing at Newark, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Hydroplane Boats, of which the following is a specification.

This invention relates to speed boats, and has particular reference to devices of this kind technically known as hydroplane boats.

The object of my invention is toobtain increased speed for hydroplane boats without liability of the propellers not remaining submerged and without the occurrence of the Well known and objectionable side water sprays and sidewise skidding or drifting.

I accomplish the above by giving the hull of the boat such a shape as will materially diminish its draft as the speed is accelerated except at the extreme stern end thereof where the propellers are located, and by providing the bottom of the hull with a series of keels of special location and form, in consequence of which construction, a stratum of air is injected under the bottom of the hull, by the mere onward progression of the boat, so as to further reduce the friction of the water by diminishing the surface in actual contact. i

A specific object of the inventionis to provide means for protecting the keels against injury or becoming splintered.

Other objects will become apparent as the nature of the invention is better understood, and the same consists in the novel form, combination, and arrangement of parts here inafter more fully described, shown in the accompanying drawings, and claimed.

In the drawing, wherein like reference characters indicate corresponding parts throughout the several views:

Figure 1 is a side elevational view of the hydroplane boat constructed in accordance with the present invention.

Figure 2 is a front elevational view of the device shown in Figure 5, and

Figure 3 is an enlarged transverse sectional View of one of the keels.

The hull 5 is, generally, of scow form, for great buoyancy, and the bow end 6 thereof is somewhat abruptly rounded up, as shown clearly in Figure 1, while the major rear portion or stern end thereof generally indicated at 7 is substantially flat and extended rearwardly and upwardly on a long and gradual incline, thereby making the hull of major depth slightly forwardly of the amidship portion thereof. The top of the hull may be constructed to provide a stern deck as at 8, a forward deck as at 9, a cabin directly at the rear of the forward deck 9 as generally indicated at 10, and a suitable enclosure rearwardly of the cabin 10 as at 11, within which the motors are positioned, for driving the rearwardly inclined shaft 12 of the propellers 13. As shown clearly in Figure 1, the propellers are disposed beneath the stern end of the hull, and are preferably three in number disposed in side by side relation as generally shownin Figure 2, suitable rudders and water dividers 14L being provided between the pro pellers.

I provide two keels 15 flush with the sides of the hull and a plurality of keels 16 intermediate the keels 15, the keels 16 being fastened at short intervals apart and forming, together with the keels 15 a number of longitudinalchannels entirely across the hull bottom. The keels 15 and 16 are of similar form, and as shown in Figure 1 are of major depth substantially beneath the forward portion or amidship portion of the hull 5 where the cabin 10 is located, said keels tapering in width toward their ends and merging with the bottom of the hullat points spaced inwardly from the bow and stern ends of the ,hull as indicated respectively at 17 and 18. As shown more clearly in Figures 2 and 3, the keels are of findike tapering form so as to pass through the water with minimum resistance, and the lower edges of said fins are flat as indicated at 19 in Figure 3. Brass or equivalent metallic strips 20 of runner like form are secured against the bottom edges of the keels to prevent splintering or other injury to the hull or said keels, and these strips are of half round cross section, as shown in Figure 3, with their flat faces engaging the flat lower faces of the keel.

The operation of the boat is as follows Power is applied to the propellers 13 to urge the boat forward and the air is pressed under the bow into the upper portions of the channels formed between the keels 15 and 16, the pressure gradually increasing until, by buoying up the bow and amidship portions of the boat on the one hand and pressing down the water on the other, air strata pass under the bottoms of the hull in the upper portions of the channels, thence along the channels formed by the keels until it expands and discharges at the rear end of the keels forwardly of and above the pro pellers at the stern of the boat. The water will be confined in the lower portions of the channels between the lower portions of the fins or keels so that an equal amount ofv projected sprays of water during the travelling of the boat. Moreover, by terminating the keels at the point 18 forwardly of the propellers, the stern of the boat is allowed to remain sutliciently low to insure constant submergence of the propellers as is necessary for the most effectively operating.

From the foregoing description, it is believed that the construction and operation, as well as theadvantages of the present invention will be readily understood and appreciated by those skilled in the art,

What I claim as new is: V

1. In a hydro-plane boat, a hull having a bottom of flat cross section from end to end and rounded up abruptly at its bow end and extending rearwardly and upwardly on a long and gradual incline at its stern end, downwardly projected keels secured tothe bottom of the hull flush with the sides of the latter, intermediate keels fastened to the hull bot-tom'between the first named keels and at short intervals entirely across the'hull bottom, all of said keels being of similar form and tapering narrower toward their ends,

the ends of the keels terminating respec tively at points rearwardly of the bow end of the hull and forwardly of the stern end thereof.

2. In a hydro-plane boat, a hull having a bottom of flat cross section from end to end and rounded up abruptly at its bow end and extending rearwardly and upwardly on a long and gradual incline at its stern end, downwardly projected keels secured to the bottom of the hull flush with the sides of the latter, intermediate keels fastened to the hull bottom between the first namedkeels and at short intervals entirely across the hull bottom, all of said keels being of similar form and tapering narrower toward their ends, the ends of the keels terminating respectively at points rearwardly of the bow end of the hull and forwardly of the stern end thereof, said keels having fiat lower edges, and runner like metallic strips secured on and against the lower edges of said keel.

3. In a hydro-plane boat, a hull having a bottom of flatcross section from end to end and rounded up abruptlyat its bow end and extending rearwardly and upwardly on a long and gradual incline at its stern end, downwardly projected keels secured to the bottom of the hull flush with the sides of the latter, intermediate keels fastened to the hull bottom between the first named keels and at short intervalsentirely across the'hull bottom, all of said keels being of similar form and tapering narrower toward their ends, the ends of the keels terminating respectively at points rearwardly of the bow end of the hull and forwardlyof the stern end thereof, said keels having flat lower edges, runner like metallic strips secured on and against the lower edges of said keels, said runner like strips being of substantially half round cross section with their fiat faces lllady engaging the flat lower edges of the ee In testimony whereof I aflix my signature.

GEORGE GRENIER. 

